Rotary engine



April 28, 1942. H. c. NELSON 2, ROTARY ENGINE v Filed 001;. 21, 1940 5 Sheets-Sheet l Ii .E. /5 /4 a 42/ 53 INVENTOR gqeeY 6. NELSON M Q ATTORNEYS April 28; 1942.

ROTARY ENGINE Fi1 ed Oct. 21, 1940 5 Sheets-Sheet 4 H422 1 BY I INVENTOR Y EL50/V ATTORNEYS April 1942- H. e. NELSON 2,280,967

ROTARY ENGINE Filed Oct. 21, 1940 5 Sheets-Sheet 5 Tia E v Tialfl lNVENfOR HAeeY 6/1 1350 BY M W J- ATTORNEYS housing and cylinder ports;

Figure 10 is a sectional view taken on the line Patented Apr. 28, 1942 UNITED STATES PATENT OFFICE ROTARY ENGINE Harry G. Nelson, Lompoc, Calif.

Application October 21, 1940, Serial No. 362,008 4 Claims. '(Cl. 123-4.!)

The invention relates generally to prime movers and more particularly to rotary engines.

An object of the invention is to provide an engine of the rotary type which is structurally characterized in a manner to eliminate many reciprocable motion.

It is a further object of the invention to provide an engine of the above described character.

in which a plurality of revolubly, mounted piston and cylinder units are operatively interrelated and co-act with suitable clutch mechanism to alternately advance in a manner to impart a progressive rotational movement to the engine shaft.

With these and other objects in view, the invention resides in the combinations and arrangements of elements as set forth in the followin specification and particularly pointed out in the appended claims. r

In the accompanying drawings,

Figure l is a view of the rotary engine embodying, this invention, in side elevation, partly broken away;

Figure 2 is an axial sectional view taken on the line 2--2 of Figure 1;

Figure 3 is a transverse sectional view taken on the line 3-3 of Figure 2;

Figure 4 is a fragmentary sectional on the line 4-4 of Figure 3;

Figure 5 is an enlarged fragmentary sectional view illustrating clutch mechanisms embodied in the invention;

view taken Figure 6 is a view in side elevation of one of two cam members embodied in the invention;

Figure 7 is a schematic view illustrating the arrangement of ports in the housing of the ensine;

Figure 8 is a diagrammatic view of the ignition circuit of the engine;

Figure 9 is a fragmentary transverse sectional view illustrating a modified arrangement of Ill-l of Figure 9.

Referring specifically to the drawings nd particularly to Figures 1 to 8, inclusive, the invention comprises an annular housing H which is circular in cross section andis composed of two semi-circular sections l0 secured together by bolts II to provide a sealed joint at the peripheral portion of the housing and a continuous slot I2 at the internal diameter of the housing. The sections ID are supported by a suitable base l3 which also supports alined bearings ll in which is iournaled a driven element. in the form of a shaft IS with respect to which the housing is concentrically related.

Piston and cylinder units U and U are operatively associated with the housing H and with the shaft [5 and are identical in construction so that a detailed description of one unit will suffice for both.

However, to distinguish similar parts of the units from each other, the numerals designating theparts of one unit are provided with exponents.

Each unit comprises a hub 20 rotatably mounted on the shaft l5 and having a plurality of equally spaced radial arms 2|, of which three are illustrated in the Present instance. The arms rigidly support longitudinally arcuate cylinders 22, 23 and 2 3 which are circular in cross section so as to have a working'fit in the bore of the housing H, and from the head ends of the cylinders project pistons 25, 26 and 21.

The pistons 25, 26 and 21 are alsolongitudinally arcuate and circular incross section, and it will be noted that the hubs ili and 20a of the units U and U are arranged side by side on the shaft [5, and that the arrangement of pistons and cylinders of the units disposes the pistons of each unit in working relationshipin the cylinders oi the other unit, as clearly shown in Figure 3.

'l'hereiore, the engine illustrated is provided with six cylinders, and it will be understood that the engine is of the four stroke cycle type insofar as the operations of intake, compression, power r and exhaust are concerned. In addition to these four operations, there are two air cooling opertake port 30 and a laterally disposed exhaust port 3i located nearest the head end of the cylinder with the exhaust port closest thereto as shown in Figure 3. Each cylinder is also provided with a spark passage 32 located peripherally of the cylinder close to the head end thereof, which, at predetermined times during the cycle of operation is adapted to place the sparking ends of spark plugs 33 in communica tion with the respective cylinders. These spark plugs, of which there are four, are supported at the ninety degree intervals in the housing H as shown in Figure 3, and are included in an ignition circuit to be later described.

The housing H is also provided with four sets e0 01' ports, each set being composed oi a fuel intake stroke cycle of operation.

' units U and U,

V clutch member the fixed member clutch teeth 54 and 55 3 and diagrmatically The four iuel intake housing H whereas the unit '0 is free to rotate rts 35 are connected by pipes to to an intake gi anliold 6| (Figures 1 and 4), whereas the rehousing ports are illustrated as ope directly to. the atmosphere, although a suitable exhaust manifold (not shown) for the exhaust I tits 36 may be provided in practice. Clutch and ignition timing mechanisms designated generally at C and C are provided to the respectively, the t In being identical in construction so that a description of one will suffice designating the parts of one mechanism being provided with exponen to distinguish them from similar parts of the other mechanism.

The mechanism C compriges an iiaiallly 51:23:;

50 an an a a y ary clutch member being keyed to the shaft l5 at the outer side of the hub 2d.

movable clutch member 5| is mounted for m c sement axially of the shaft N on headed studs 52 projecting from the arms 2! and is urged by the member 58 to bring their springs 53 towards mm clutching engagement with each other as shown in Figure 2, to transmit rotary movement of the unit U shaft is. is

A cam member 60 in the form of an annulus fixed to the housing H by bolts 8| and is provided with a series of side cams 62 arranged at equally spaced intervals of sixty degrees on the annular track of the member. At sixty degree intervals non-circular clutch actuating shafts 63 are slidably mounted in the member 5| for movement axially thereof. The ends of the shaft are pro-' "vided with rotatably-mounted rollers 68 and $5.

The rollers 64 roll on the track of the cam member 6|! for co-action with its cams 62, whereas therollers 65 roll on the member 5| and move the latter axially against the springs 53 in response for both, the numerals to the the registering ports 3| and 38, cooling air is 1 'being drawn into the cylinder 22 through the and connected by the clutch C to the shaft it.

Let it be assumed theta compressed charge of gaseous fuel in the cylinder 2% has been ignited by a plug 33. As the piston Zea which works in the cylinder 24 is part of the unit U and is, there fore, locked against rotation by the clutch mechanism C, the force of the ignited fuel charge will react upon the cylinder at to advance the unit '0' in a counterclockwise direction as viewed in Figure 3. During vthis movement, which extends through an angle'of thirty degrees, piston 2? is forcing cooling air from the cylinder 24a through housing port 31 of the respective set, piston 25 is compressing a charge of fuel in the cylinder 22a, a. charge of fuel is being drawn into the cylinder 25 through the housing port 35 of the respective set, and the piston 28 is forcing burnt gas from the cylinder 23a through the registering ports 3| and 8t.

As the unit I] is operatively connected to the Y comes the force of the power stroke at the end or the aforestated thirty degrees movement of the unit U; the movement ceases, at which time the cams 62 of the cam member co-act with the rollers Bl and 65 to actuate the clutch mechait by urging the teeth 54a and 55a of the clutch to co-action of the rollers 54 with the cams 62, I

reb to move an annular series of clutch teeth C ili the clutch member 5| into clutching engagement with a similar series of clutch teeth 61 on the housing H, so as to lock the clutch member II and hence the piston and cylinder unit U r v to the housing against rotational movement.

Fixed to the housing H and suitably insulated therefrom are stationary contacts 10 which are equally spaced circumferentially and are four in number as shown diagrammatically in Figure 8.

These contacts are connected :by conductors ll,

I2, 13 and 14 to the primary windings of spark coils I5, 18, I1 and 18, respectively, connected by a common return conductor 19 to one side of a battery 80, the other side of which is grounded. The secondary windings" of the spark coils are connected by conductors 8|, 82, 83 and B4 to the spark plugs 33 and are grounded as are the plugs.

Fixed to and oscillatively adjustable on the 4 arms 2| of the unit U for rotation therewith is a ed 85 carrying three equally spaced o t ts li Figure 8) adapted to co-act with the stationary contacts 10 creating sparks at the plugs 33 in the proper sequence dunng operation of the engine, which is as follows: I

with the positions of the parts shown in the drawings, the unit U is locked against rotation by the clutch mechanism 0' .to the stationary members 50a and Sin into engagement.

The compressed charge of fuel in the cylinder 22a will now beignited to advance the unit U in a counterclockwise direction through a second angle of thirty degrees, during which movement a charge of fuel is being compressed by the piston 25a in the cylinder 23, cooling air is being drawn into the cylinder 23a; burnt gas is being exhausted from the cylinder 24 by the piston 26a; is

- charge of fuel is being drawn into the cylinder 24a, and cooling air is being exhausted from the cylinder 22 by the piston 27a.

This stroke cycle of operation is repeated by each unit alternating to progressively advance the shaftlS as a result of power impulses created in all cylinders in successive order, the cylinders being air cooled during idle periods in the cycle. Any suitable oiling system (not shown) may be provided to lubricate the bore of the housing H and aid in cooling the working parts; or liquid cooling can be provided if desired.

The sequence of operation of the pistons and co-acting cylinders of the units U and U'is in accordance with the following timing chart, it being understood that there are twenty-four power impulses in one revolution of the shaft I5, divided equally between the two units, with the latter functioning alternately. The advancing movements of the units are, indicated by the angular divisions numbered from 1 to 12, inclusive; in Figure 3.

In the chart. I=fuel intake stroke; C=fuel compression stroke; v P=power stroke; E=burnt gas exhaust stroke; K =cooling air intake stroke; K=cooling air exhaust stroke.

1, 2, 3, 4, 5, 6, '7, 8, 9, 10, l1, l2 correspond'to identically numbered divisions in Figure 3 during which the various operations listed in the chart, take place.

cylinders of the other unit; fuel supply means for the cylinders; means for igniting fuel charges in the cylinders; means for holding one unit against rotation and operatively connecting the other unit to said element alternately; the housing and cylinders having fuel intake and exhaust ports co-acting to enable fuel to be inducted, compressed, ignited and exhausted in such order in the cylinders of the units that the units will co-act with the last said means in imparting progressive rotational movement'to said element, the housing having other ports co-act- Reference will now be had to Figures 9 and 10, which illustrate a modified arrangement of ports for fuel and cooling air. In this instance, the

pistons I22 are provided with axial passages I23 opening at their head ends into the cylinders I24 in which they work, and at their other ends into lateral ports I25 in the heads of the cylinders performing the six stroke cycle of operation previously described.

What is claimed is:

1. An engine of the class described comprising: an element mounted for rotation about a fixed axis; a stationary housing having an annular bore concentric to said axis; a plurality of piston and cylinder units mounted for rotation independently of each other about said axis with the cylinders having a working fit in said bore, and the pistons of each unit working in the cylinders of the outer unit; fuel supply means for the cylinders; meansfor igniting fuel charges in the cylinders; means for holding one unit against rotation and operatively connecting the other unit to said element alternately; means whereby fuel will be inducted, compressed, ignited and exhausted by co-action of the pistons and cylinders in synchronism with the operation of the last means so as to impart a step by step progressive rotational movement to said element by power impulses delivered alternately by the units; and means through which cooling air will be inducted into and exhausted from the cylinders by coaction of the cylinders and pistons during the cycle of operation, so as to dissipate heat from the cylinders.

2. An engine of the class described comprising: an element mounted for rotation about a fixed axis; stationary housing having anannular bore concentric to said axis; a plurality of piston and cylinder units mounted for rotation independently of each other about said axis with the cylinders having a working fit in said bore, and the pistons of each unit working in the able with the ports of the cylinders to supply cooling air thereto and exhaust the air therefrom during the cycle of operation, so as to dissipate heat from thecylinders.

' 3. An engine of the class described comprising: a rotatably mounted shaft; a stationary housing having an annular bore concentric to the axis of said shaft; a plurality of power units independently mounted for rotation about said axis and each composed of longitudinally arcuate pistons and cylinders connected in end to end relation with the cylinders having a working fit in said bore and the-pistons of each unit working in the cylinders of the other unit; the housing and cylinders having ports through which fuel-is inducted into, compressed, ignited and exhausted from the cylinders of the units in such timed relationship to the operation of the first means that the units will alternately operate to deliver torque to said shaft unidirectionally, the housing having other ports through which cooling air is supplied to and exhausted from the cylinders during the cycle of operation so as to dissipate heat from the cylinders.

4. An engine of the class described comprising: an element mounted for rotation about a fixed axis; a plurality of units having longitudinally arcuate pistons and cylinders and mounted for rotation independently of each other about said axis, with the pistons of each unit working in the cylinders of the other unit; fuel supply means for the cylinders; means for igniting fuel charges in the cylinders; means for holding one unit against rotation and operatively connecting the other unit to said element alternately; means by which fuel will be inducted, compressed, ignited and exhausted by co-action of the pistons and cylinders, in synchronism with the last means so as to impart a step by step progressive rotational movement to said element by power impulses delivered alternately by the units; and means through which cooling air will be inducted into nd exhausted from the cylinders by c0- actio 'of the cylinders and pistons during the cycle of operation, so as to dissipate heat from the tylinders.

HARRY G. NELSON. 

